Tire stem having breather

ABSTRACT

A custom valve stem is adapted to fit in a conventional valve stem opening in a tire rim. The valve stem has a primary air channel for a conventional Schrader-type valve. The valve stem also has a secondary air channel extending within the valve stem between a base of the valve stem and an outlet through the material of the valve stem to atmosphere outside of the valve stem. The outlet can have a screen as a debris air filter. An optional tire pressure monitoring system TPMS sensor couples to the primary air channel independent of the secondary air channel. The secondary air channel comprises an atmospheric hose coupled to an electric air compressor and rechargeable battery disposed within a pressure cavity of the tire for maintaining tire pressure. A motion activated power generator disposed within the pressure cavity recharges the rechargeable electric storage.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application claims priority benefits under 35 U.S.C. §§ 119(e) and120 to U.S. provisional application No. 62/846,857 filed on May 13,2019. Such provisional application is incorporated herein by referenceas if set forth in full herein.

BACKGROUND OF THE INVENTIONS 1. Technical Field

The present inventions relate to tire accessories and, moreparticularly, relate to automated regulation and adjustment of airpressure in a tire.

2. Description of the Related Art

The Halo by Aperia Technologies is a circular device that is retrofittedto fit on the outside rims of wheels on semi-truck tractor trailers.This Halo is completely mechanical. From the factory, each Halo isspecially built for each tractor trailer. Each Halo is custom fit to aPSI and is not able to be changed, once configured and left from thefactory. The minimum PSI on a Halo is 80 psi, not suitable for passengervehicles. In order to purchase and order Halo, one must have a truckinglicense. The Halo uses mechanical components as mentioned. Centripetalforce is used with a weighted bar that sits at the bottom. As the wheelrotates, the weighted bar pushes air to the outside air pocket whichstores the air. A mechanically controlled valve allows the pressure, ifgreater than the preset pressure, to be released via a pressure valve toa pressure level that is set from the factory.

BRIEF DESCRIPTION OF THE DRAWINGS

The present inventions are illustrated by way of example and are notlimited by the accompanying figures, in which like references indicatesimilar elements. Elements in the figures are illustrated for simplicityand clarity and have not necessarily been drawn to scale.

The details of the preferred embodiments will be more readily understoodfrom the following detailed description when read in conjunction withthe accompanying drawings wherein:

FIG. 1 illustrates a perspective view of a tire and rim with theinflator box according to embodiments of the present inventions;

FIG. 2 illustrates a top view of a vehicle with four inflator boxesmounted on rims in each tire and a central on-board diagnostics (OBD)module and a smartphone connected to a cellular tower and a networkedcentral server according to embodiments of the present inventions;

FIG. 3 illustrates a top view of a vehicle with four inflator boxesmounted on rims in each tire and a smartphone and a central OBD moduleconnected to a cellular tower and a networked central server accordingto embodiments of the present inventions;

FIG. 4 illustrates a top view of the inside of an inflator box with atop cover removed according to embodiments of the present inventions;

FIG. 5 illustrates a schematic block diagram of the inflator box with areversible air compressor according to one embodiment of the presentinventions;

FIG. 6 illustrates a schematic block diagram of the inflator box with avalve coupled to the air compressor according to another embodiment ofthe present inventions;

FIG. 7 illustrates a schematic diagram of operation of the reversibleair compressor of FIG. 5 according to the one embodiment of the presentinventions;

FIGS. 8-10 illustrate schematic diagrams of three exemplary states ofoperation of the valve of FIG. 6 according to the another embodiment ofthe present inventions;

FIGS. 11 and 12 illustrate perspective views of the central OBD modulewith a single connector according to one embodiment of the presentinventions;

FIGS. 13 and 14 illustrate perspective views of the central OBD modulewith dual connectors according to another embodiment of the presentinventions;

FIG. 15 illustrates a schematic block diagram of the central OBD moduleof the another embodiment of FIGS. 13 and 14 according to one embodimentof the present inventions;

FIG. 16 illustrates a cutaway view of a custom valve stem mounted on arim of a vehicle according to one embodiment of the present inventions;

FIG. 17 illustrates a cutaway view of a custom valve stem next to a tirepressure monitoring system (TPMS) sensor mounted on the rim for a tireaccording to another embodiment of the present inventions;

FIG. 18 illustrates a side view of the custom valve stem mounted on acutaway of the rim of FIG. 16 according the one embodiment of thepresent inventions;

FIG. 19 illustrates a side view of the custom valve stem next to theTPMS sensor mounted on a cutaway of the rim of FIG. 17 according theanother embodiment of the present inventions;

FIG. 20 illustrates a perspective view of a wrap in a first step forinstallation on the rim according the embodiments of the presentinventions;

FIG. 21 illustrates a perspective view of the wrap in a second step forinstallation on the rim according the embodiments of the presentinventions;

FIG. 22 illustrates a plan view of the wrap in the first step for theinstallation on the rim according the embodiments of the presentinventions;

FIG. 23 illustrates a plan view of the wrap in the second step for theinstallation on the rim according the embodiments of the presentinventions;

FIG. 24 illustrates a plan view of an alternate wrap in a first step forthe installation on the rim according the embodiments of the presentinventions;

FIG. 25 illustrates a plan view of the alternate wrap in a second stepfor the installation on the rim according the embodiments of the presentinventions;

FIG. 26 illustrates a perspective view of the wrap installed on the rimin a third step according the embodiments of the present inventions;

FIG. 27 illustrates a perspective view of the wrap installed on the rimin a fourth step according the embodiments of the present inventions;

FIG. 28 illustrates a perspective view of another alternate wrapinstalled on the rim in a first step according the embodiments of thepresent inventions;

FIG. 29 illustrates a perspective view of the another alternate wrapinstalled on the rim in a second step according the embodiments of thepresent inventions;

FIG. 30 illustrates a side view of an inflator box and a counter weightinstalled on the rim according the embodiments of the presentinventions;

FIG. 31 illustrates a side view of an inflator box and more than onecounter weight installed on the rim according the embodiments of thepresent inventions;

FIG. 32 illustrates a perspective view of a rim with mounting holes in afirst alternate step of mounting according the embodiments of thepresent inventions;

FIG. 33 illustrates a perspective view of the inflator box mounted onthe rim by bolts in a second alternate step of mounting according theembodiments of the present inventions;

FIG. 34 illustrates a schematic block diagram of the smartphone of theembodiments of FIG. 2 or 3 according to embodiments of the presentinventions;

FIG. 35 illustrates a login screen view of the smartphone according toembodiments of the present inventions;

FIG. 36 illustrates a pairing screen view of the smartphone according toembodiments of the present inventions; and

FIG. 37 illustrates a tire pressure and condition screen view of thesmartphone according to embodiments of the present inventions.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 illustrates a perspective view of a tire 118 and rim 114 with theinflator box 105 according to embodiments of the present inventions. Theinflator box 105 and a counter weight 108 is held against an outercircumferential surface of the rim 114 by a wrap 103. The wrap 103 holdsthe counter weight 107 and the inflator box in positions opposite oneanother. The inflator box 105 couples to an atmospheric channel in avalve stem 116 by an atmospheric hose 111. An electric air pump locatedinside of the inflator box 114 draws air through the atmospheric hose111 and valve stem 116 and out of the short hose 112 into an air cavityof the tire.

The valve stem 116 is a custom valve stem that can replace aconventional OEM valve stem and can be installed as an aftermarketimprovement along with the inflator box 105. The inflator box 114 hasits own pressure monitor and can co-exist separately from an originalequipment manufacturer (OEM) tire pressure monitoring system (TPMS). Theinflator box can alternately be installed in factory on each rim insideeach tire cavity and provide essential tire pressure monitoring andadjustment with its electric air compressor.

The concept of inflator box begins with being sightless to the human eyewhen looking at an individual tire. The concept here is that there willbe an inflator box component polar opposite to the electrical box whichessentially is the power supply and battery pack; these two majorcomponents are bound together with adjustable wraps. The battery will belocated within the inflator box and will be used as emergency backup ifsupercapacitor runs out or fails.

The concept is that everything will happen inside the tire, where theconsumer will not be able to tell the device is on their vehicle. Theinflator box includes the TPMS sensor inside to dictate how much air isinside the tire. There is also a circuit board inside the inflator boxas well. This is the microcontroller and processor for the entireoperation. The microcontroller will be housed within the inflator Box.The microcontroller is responsible for all of the actions that theinflator box controls such as: measuring pressure, sending and receivingsignals to mechanical components and communicating information to theuser's inflator app. When the tire pressure is low which is sensed bythe TPMS sensor, the circuit board will instruct to draw battery powerfrom the battery supply. The battery supply can act as a counterweightand be positioned on the rim polar opposite from the inflator box. Therewill be a set standard set upon installation for each tire. For example,if the set PSI is 36 and the TPMS sensor inside the inflator box sensesthe pressure is low by at least 3 PSI, the circuit board will dictate todraw power from the power supply to kick on the compressor that isinside the inflator box, which is polar opposite inside the tire. Theinflator box includes the compressor, which pumps air inside the tire. Akey component to this operation is our own custom valve stem. The customvalve stem will act for air to inflate the tire and also deflate thetire when the set pressure exceeds not less or greater than 3 PSI of anOEM manufacturer's recommended tire pressure. This valve stem acts as aninlet and also an outlet for air to pass through. When the compressorneeds to pump air into the tire, it draws air from the outside throughour custom valve stem. Our custom valve stem will have the standarddesign as normal valve stems do; our custom stem will also have a smallslit on the side of the valve stem that acts as the inlet/outlet forair. The valve stem flap will open up allowing air to be sucked into thetire. On the contrary, if the valve stem senses too much pressure intothe tire, the flap will also open up and release the necessary amount ofair needed to satisfy the PSI requirement of the tire.

This inflator can maintain OEM standard tire pressures on automobileswith rim sizes 14″ to 22″ through the usage of Bluetooth or WiFi andBluetooth. The inflator box will fill and release air from automobiletires through the process of Bluetooth or WiFi and Bluetooth, in realtime, to that automobile's specified OEM Standards. The inflator boxoperates without the customer of the automobile having to visit anautomotive repair facility, check the tire pressure nor have to fill upthe tires manually. However, the customer will be able to fill the tiremanually if so desired. The inflator box will be hidden from the humaneye and is not in visible sight. FIG. 1, the inflator box utilizes andtakes advantage of the inside of the tire, while being attached to therim itself. Visualize a rim with no tire on it. On the outercircumference portion of the rim itself, is where the inflator box willbe secured onto the rim.

FIG. 2 illustrates a top view of a vehicle 201 with four inflator boxes204, 205, 206, 207 mounted on rims in each tire and a central on-boarddiagnostics (OBD) module 210 and a smartphone 220 connected to acellular tower 230 and a central server 240 over a wide area network 250according to embodiments of the present inventions. In the embodiment ofFIG. 2, the smartphone 220 ax as a relay for communications between thecentral OBD module 210 and the cellular tower 230. This reduces the costof cellular radio hardware and a cellular telephone subscription withthe carrier for the for a central OBD module 210. The smartphone 220couples with the central OBD module 210 via Bluetooth for purposes ofcommunication with a cellular tower 230 via this relay and also forpurposes of monitoring tire status information. The inflator boxes 204,205, 206, 207, send tire status information over Bluetooth to thecentral OBD module 210. The tire status information sent by each of theinflator boxes 204, 205, 206, 207 to the central OBD module 210 caninclude the tire ID, the tire pressure, the tire temperature, tireacceleration history data, tire air compressor operation history data,and tire battery/supercapacitor charge status. The central OBD module210 then sends at least some of this tire status information to thesmartphone 220. The smartphone 220 displays at least some of this tirestatus information to the driver. When the smartphone 220 isdisconnected from Bluetooth, the central OBD module 210 stores tirestatus information received from the inflator boxes 204, 205, 206, 207.Then when the smartphone 220 connects via Bluetooth to the central OBDmodule 210, the stored status and for tire status information isdisplayed on a touchscreen of the smartphone 220. The smartphone 220 canalso connect to some vehicles via wireless connection such as near fieldcommunication (NFE) or Bluetooth and display the tire status informationon a dashboard phone display or other dashboard display of the vehicle.

Alternative communication protocols besides Bluetooth can be usedbetween the inflator boxes 204, 205, 206, 207 and the central OBD module210. Besides conventional Bluetooth, Bluetooth low energy (BLE) andother types of communications such as WiFi etc. can be used. Similarlythe smartphone 220 can connect the central OBD module using other typesof protocols besides Bluetooth such as Bluetooth BLE or NFC etc.

The central server 240 has a processor that receives over a networkadaptor via the wide area network a vehicle ID or central OBD module IDand stores it in a memory of the central server. The central server 240can also receive each individual tire ID from each of the inflator boxes204, 205, 206, 207 and store it in the memory of the central server. Thecentral server 240 processor can monitor the statuses in memory comparedagainst predetermined thresholds for each vehicle or tire or vehicle andprepare alerts when the thresholds are exceeded. The central server 240can have an email server or a text messaging module to then sendemergency alerts by text message or email over the wide area network 250to the smartphone 220 or an app on the smartphone when an emergencyconditions or tire maintenance are required. That way if the smartphone220 is not coupled by Bluetooth to the central OBD module 210, thedriver can still timely receive alerts.

FIG. 3 illustrates a top view of a vehicle 201 with four inflator boxes204, 205, 206, 207 mounted on rims in each tire and a smartphone 220 anda central OBD module 210 connected to a cellular tower 230 and a centralserver 240 over a wide area network 250 according to embodiments of thepresent inventions. In the alternative embodiment of FIG. 3, the centralOBD module 210 talks directly with the cellular tower 230. Thisalternative embodiment requires a cellular radio hardware and cellulartelephone subscription with the carrier. The smartphone 220 stillcouples with the central OBD module 210 via Bluetooth for purposes ofmonitoring tire status information. The wireless connections in theembodiment of FIG. 2 can be the same as in the embodiment of FIG. 3except the wireless connection between the central OBD module 210 andthe cellular tower 230 can be conventional 3G or 4G or an Internet ofThings or 5G type cellular radio connection.

FIG. 4 illustrates a top view of the inside of an inflator box 405 witha top cover 402 removed according to embodiments of the presentinventions. A supercapacitor 420 and a battery 425 provide power foroperation of the inflator box 405. A motion activated power generator430 provides power to charge the supercapacitor 420 and the battery 425.A motion activated power generator 430 generates DC power from internalkinetic weight or mechanism that moves as the tire stands on an axle ofthe vehicle. A diode rectifier and power converter and the motionactivated power generator 430 convert this power to a DC level necessaryfor charging the supercapacitor 420 and the battery 425. The motionactivated power generator 420 is commercially available as theKinergizer from The Netherlands at Kinergizer.com. The motion activatedpower generator can alternately use a piezoelectric element thatgenerates electricity when a member deflects or vibrates as a tirespins. The motion activated power generator an even further alternatelyuse a wire coil of generally very roughly about 1000 or more turns ofwire to generate the electricity when the tubeless tire spins usingmagnetic field of earth. The DC motor 440 is preferably a 12 V motorwhen the supercapacitor 420 and the battery 425 are 12 Volts. If thesupercapacitor 420 and the battery 425 are not 12 Volts, a powerconverter can be used in between. It is contemplated that thesupercapacitor 420 has a higher capacity than the battery 425 thusmaking the battery 425 a small capacity backup battery. In the otherhand, the battery 425 can have a longer and larger storage capacity thanthe supercapacitor 420 depending on cost and performance requirements.The DC motor 440 powers an air compressor 450. The air compressor 450preferably has a piston in the air compressor. The air compressor orpump 450 in normal operation pulls air in through an atmospheric hose411 and pushes air out through a short hose 412. In normal operation theair compressor 450 the short hose 412 pushes air into a tire cavitybetween the tire and the rim to inflate the tire. The atmospheric longhose 411 connects through the rim of the tire to outside atmosphere. Aswill be seen in embodiments, this atmospheric long hose 411 preferablyconnects through replaceable custom valve stem in an existing valve stemopening in the rim. An inline air filter 413 can optionally filter airsucked into the air compressor 450 from outside the tire. The inline airfilter 413 prevents road debris, dust, and grit from clogging the pistonin the air compressor 450. A microcontroller 460 controls operation ofthe inflator box 405 by preferably using a relay to turn power on andoff to the DC motor 440 and control operation of the air compressor 450.The microcontroller 460 is also powered by the supercapacitor 420 andthe battery 425. A power converter may be required to convert the powerfrom the supercapacitor 420 and the battery 425 for operation at thevoltages required by the microcontroller 460. An accelerometer 470connects to the microcontroller 460 for recording acceleration historydata in memory of the microcontroller 460. A short-range radiotransceiver 470 can wirelessly transmit tire status information to thecentral OBD module.

The inflator box will wirelessly add and decrease air from tires thatfit 14″ to 22″ rims; while the car is operating. Within each individualtire, lies each individual inflator box. The inflator box will ensurethat the PSI of all tires meet OEM specified PSI standards. The inflatorbox is a wireless air inflator box that will be installed on each rim ofa customer's vehicle. When a customer's tire decreases in PSI from thespecified OEM standards, the inflator box wirelessly, will release airinto the tire until the PSI reaches the specified OEM standards. Theinverse is also true. When a customer's tire increases in PSI from thespecified OEM standards, by not more than 3 PSI, the inflator box willrelease air through the valve stem from the tire until the PSI reachesthe specified OEM standards. The inflator box is powered by arechargeable battery. A function of the central OBD module is that itwill obtain the vehicle's diagnostic information, and relay thatinformation to the mobile app. The OBD port can recognize whether thereis a problem with the customer's vehicle and alert the customer fromtheir smartphone app.

The central OBD module will be compatible to the OBD port located insideevery vehicle. This central OBD module draws power and will gather anddistribute information wirelessly around the perimeter of the vehicle.Another function of the central OBD module will allow transfer of 100%of the automotive diagnostics to the inflator app. The central OBDmodule microcontroller is the hub of the information flow. Thiscomponent allows the central OBD module to operate and successfully sendinformation to and from each inflator box; wirelessly. The central OBDmodule microcontroller transfers the information from the OBD port ineach customer vehicle to the customer's inflator app.

The inflator box's major components are individually wrapped to theouter portion of each rim via adjustable wraps. The inflator box and theinflator box that are bound together onto the rim with two adjustablewraps. These two boxes lie exactly polar opposite from each other andhave their own unique functions. Within the inflator box there existsthe battery, the microcontroller, wireless communication capability andBluetooth or WiFi charging capability through Transmitter Receivers. Ifthe inflator box detects that the tire pressure is low, the inflator boxwill begin to engage its components by activating the inflator box's aircompressor to inflate the tire to the pre-set manufacturer'sspecification for tire pressure. Once the pressure has reached themanufacturer's specification for tire pressure, the microcontroller willdeactivate the inflator box to shut off. Conversely, if the tirepressure reaches 3 PSI above what is pre-set, the valve stem willrelease tire pressure down to the manufacturer's 5 tire pressurespecification. The inflator box has no geographical limits due to itswireless design. The inflator box circuit board will have a sensor thatmonitors the PSI tire pressure. If the PSI tire pressure drops below 3PSI tire pressure, the inflator box components will activate. Within theinflator Box, lies the compressor and single barrel piston. The circuitboard detects the need for air in one or all four tires. Electricityfrom the battery is sent to the 12V compressor, which then turns thesingle barrel piston. The single barrel piston is the device thatcreates the air pressure, to be released within the tire. The singlebarrel piston when activated will move back and forth to create airpressure. Once the air pressure is generated, air will be released intothe tire. Another function of the inflator box is to release air if thepressure exceeds standard specifications by 3 PSI via the valve stem.The valve stem is mechanically driven and the valve stem PSI is pre-setby the initial installer.

The inflator box may be manufactured from: (a) the outer shell materialused by the NASA Lunar Module. More specifically, the Inflator Box ismanufactured with stainless steel honeycomb between stainless steelsheets (stainless steel brazed honeycomb brazed between steel alloy facesheets), covered on the outside with ablative material; aheat-dissipating material. The inflator box can be filled with a layerof fibrous insulation for additional heat, vibration, compressionprotection and are chemically milled to reduce weight. It varies inthickness in inches from ⅛ inches to ¼ inches; and (b) the Inflator Boxmay at times be manufactured from Thermosets whom are extreme heatresistance polymers. Thermosets, are light-weight and havechemical-resistant properties. Thermosets offer high heat-resistancethat makes the performance of Thermoset polymers exceptional.

FIG. 5 illustrates a schematic block diagram of the inflator box 505with a reversible air compressor 550 according to one embodiment of thepresent inventions. The supercapacitor 420 and the battery 425 providepower to the DC motor 442 the air compressor 650 via the shaftreversible 541. The DC motor 440 is controlled by relay 580. The DCmotor 440 is preferably a 12 V motor. If the voltage from thesupercapacitor 420 and the battery 425 is not 12 V, a power converter533 can be used for voltage conversion to output 534. A motion activatedpower generator 430 provides power to charge and recharge thesupercapacitor 420 and the battery 425. A charge controller and powerconverter 531 is preferably used to convert the power from the motionactivated power generator to the voltages needed to charge and rechargethe supercapacitor for 20 and the battery 425. The charge controller andpower converter 531 can also regulate the charge and ensure the battery425 is not overcharged. The motion activated power generator 430 canhave a diode rectifier or, alternatively, the charge controller andpower converter 531 can contain the diode and rectifier to create DCfrom the AC generated in the motion at a power generator. The motionactivated power generator 430 typically has an internal kinetic weightor mechanism that moves as the tire stands on an axle of the vehicle.The motion activated power generator 430 is commercially available asthe Kinergizer from The Netherlands at Kinergizer.com.

A microcontroller 460 contains a processor 564 controlling the relay 580by the air compressor control signal 581. In the embodiment of FIG. 5,the DC motor 440 has a dual forward or reverse state. An air controlsignal 581 from the processor 560 of the microcontroller 460 determineswhether the air compressor 550 operates provides air in a forward orreverse direction by the direction of the reversible shaft 541 from theDC motor 440. The polarity of the DC current into the DC motordetermines direction as switched by the relay 580. An atmospheric hose411 leads to the outside tire atmosphere. A short hose 412 remainsinside the tire. In normal operation, the reversible air compressor 550pulls air from atmosphere through the atmospheric long hose 411 andpushes air through the short hose 412 into the tire to fill the tirewith air and increase pressure of the tire. In the event the tire hastoo great a pressure, the processor 561 sends the air control signal 581to the relay to reverse the polarity and thus the direction of the DCmotor 440 and the shaft reversible 541. In this reverse direction, airis pulled through the short hose 412 by the air compressor 550 andpushed into the atmosphere on the outside of the tire by the atmospherichose 412. The processor 560 decides which way the air pressure controlsignal 581 commands the relay 580 based on at least the parametersstored in the air pressure memory 562.

The processor 560 also uses an operation memory 569. The operationmemory 569 contains software commands and/or firmware and scratchpadmemory and RAM for the processor 560. An air pressure sensor 563 islocated inside the volume of the tire and measures the air pressure ofthe tire. The microcontroller 460 connects to the air pressure sensor563 to receive the measurement from the air pressure sensor 563. Alsolocated inside on the tire or on the rim of the tire is an accelerometer565 for measuring acceleration and a temperature sensor 567 fordetecting temperature. The microcontroller 460 connects to theaccelerometer 565 and the temperature sensor 567 to respectively receiveand store measured acceleration data into the acceleration memory 564and measured temperature data into the temperature memory 566. Theprocessor 560 of the microcontroller 460 can use the temperature intemperature memory 566 to compensate the air pressure received an airpressure memory 562. Additionally the processor 560 of themicrocontroller 460 can determine if there is a fault in the tire by anover temperature condition. The value of the temperature and in thetemperature memory 566 can be compared by the processor 562 against apredetermined over temperature threshold. When the temperature in thetemperature memory is above the predetermined over temperaturethreshold, the processor 560 of the microcontroller 460 can send analert to a short-range radio transceiver 570 over the antenna 571. Power532 is delivered to the short-range radio transceiver 570 and themicrocontroller 460 by the supercapacitor 420 and the battery 425. Thepower 532 can alternately come from a power converter such as the powerconverter 533. The acceleration data in the acceleration memory 564 issent by the processor 560 of the microcontroller 460 over theshort-range radio transceiver 570 and the antenna 571 to the central ODBmodule for calculation of learned tire location, say after installationor rotation of new tires. The processor 560 of the microcontroller 460can measures a power level of the battery 425 and the supercapacitor 420and transmit the power level over the short-range radio 570. Theshort-range radio transceiver 570 is typically a Bluetooth transceiveror other transceiver such as Bluetooth BLE or WiFi. The short-rangeradio transceiver 570 is certain alternative embodiments need to only bea transmitter if the inflator box does not need to receive commands,though Bluetooth requires a transceiver capability for at least pairing.Additionally, the processor 560 of the microcontroller 460 sends airpressure measurements from the air pressure memory 562 over theshort-range radio transceiver 570 and the antenna 571. These values sentover the short-range radio transceiver are picked up by the central ODBmodule for reporting to a user or the central server.

The processor 561 of the microcontroller 460 uses acceleration memory564 and a timer for storing acceleration measurements and learning whenthe tire is apt to remain stationary, thereby operating the aircompressor only when parked or at night. The processor 561 operates theair compressor only when the tire is apt to remain stationary if themeasured air pressure is below a pressure threshold by a firstdeficiency and operates the air compressor regardless if apt to remainstationary if the measured air pressure is below the pressure thresholdby a second deficiency, the second deficiency being larger than thefirst deficiency.

FIG. 6 illustrates a schematic block diagram of the inflator box 605with a valve coupled to an air compressor 650 according to anotherembodiment of the present inventions. The supercapacitor 420 and thebattery 425 provide power to the DC motor 442 the air compressor 650 viathe shaft 641. The DC motor 440 is controlled by relay 680. The DC motor440 is preferably a 12 V motor. If the voltage from the supercapacitor420 and the battery 425 is not 12 V, a power converter 533 can be usedfor voltage conversion to output 534. A motion activated power generator430 provides power to charge and recharge the supercapacitor 420 and thebattery 425. A charge controller and power converter 531 is preferablyused to convert the power from the motion activated power generator tothe voltages needed to charge and recharge the supercapacitor for 20 andthe battery 425. The charge controller and power converter 531 can alsoregulate the charge and ensure the battery 425 is not overcharged. Themotion activated power generator 430 can have a diode rectifier or,alternatively, the charge controller and power converter 531 can containthe diode and rectifier to create DC from the AC generated in the motionat a power generator. The motion activated power generator 430 typicallyhas an internal kinetic weight or mechanism that moves as the tirestands on an axle of the vehicle. The motion activated power generator430 is commercially available as the Kinergizer from The Netherlands atKinergizer.com.

A microcontroller 460 contains a processor 564 controlling the relay 680by the air compressor control signal 681. In the embodiment of FIG. 6,the DC motor 440 has a single on or off state. A slider valve 690 iscontrolled by an air control signal 581 from the processor 560 of themicrocontroller 460. The slider valve 690 determines whether the aircompressor 650 provides air in a forward or reverse direction to or fromthe tire to atmosphere. An atmospheric hose 411 to the outside tireatmosphere. A short hose 412 remains inside the tire. In normaloperation, the air compressor 650 pulls air from atmosphere through theatmospheric long hose 411 and pushes air through the short hose 412 intothe tire to fill the tire with air and increase pressure of the tire. Inthe event the tire has too great a pressure, the slider valve 690 iscontrolled to a reverse direction by the valve control signal 691. Inthis reverse direction, air is pulled through the short hose 412 by theair compressor 650 and pushed into the atmosphere on the outside of thetire by the atmospheric hose 412. Software in the microcontroller 460determines which direction the processor 5650 commands the slider valve690 by the valve control signal 691. Although a slider valve 690 isillustrated, other types of valves besides sliding valves can be used.The processor 560 decides which way to control the slider valve 690based on at least the parameters stored in the air pressure memory 562.

The processor 560 also uses an operation memory 569. The operationmemory 569 contains software commands and/or firmware and scratchpadmemory and RAM for the processor 560. An air pressure sensor 563 islocated inside the volume of the tire and measures the air pressure ofthe tire. The microcontroller 460 connects to the air pressure sensor563 to receive the measurement from the air pressure sensor 563. Alsolocated inside on the tire or on the rim of the tire is an accelerometer565 for measuring acceleration and a temperature sensor 567 fordetecting temperature. The microcontroller 460 connects to theaccelerometer 565 and the temperature sensor 567 to respectively receiveand store measured acceleration data into the acceleration memory 564and measured temperature data into the temperature memory 566. Theprocessor 560 of the microcontroller 460 can use the temperature intemperature memory 566 to compensate the air pressure received an airpressure memory 562. Additionally the processor 560 of themicrocontroller for 60 can determine if there is a fault in the tire byan over temperature condition. The value of the temperature and in thetemperature memory 566 can be compared by the processor 562 against apredetermined over temperature threshold. When the temperature in thetemperature memory is above the predetermined over temperaturethreshold, the processor 560 of the microcontroller 460 can send analert to the short-range radio transceiver 570 over the antenna 571.Power 532 is delivered to the short-range radio transceiver 570 and themicrocontroller 460 by the supercapacitor 420 and the battery 425. Thepower 532 can alternately come from a power converter such as the powerconverter 533. The acceleration data in the acceleration memory 564 issent by the processor 560 of the microcontroller 460 over theshort-range radio transceiver 570 and the antenna 571 to the central ODBmodule for calculation of learned tire location, say after installationor rotation of new tires. The short-range radio transceiver 570 istypically a Bluetooth transceiver or other transceiver such as BluetoothBLE or WiFi. Additionally, the processor 560 of the microcontroller 460sends air pressure measurements from the air pressure memory 562 overthe short-range radio transceiver 570 and the antenna 571. These valuessent over the short-range radio transceiver are picked up by the centralODB module for reporting to a user or the central server.

FIG. 7 illustrates a schematic diagram of operation of the reversibleair compressor of FIG. 5 according to the one embodiment of the presentinventions. In the embodiment of FIGS. 5 and 7, the DC motor has a dualforward or reverse state. An air control signal from the processor 560of the microcontroller 460 determines whether the air compressor 550operates provides air in a forward or reverse direction by the directionof the reversible shaft 541 from the DC motor 440. A short hose 412remains inside the tire. In normal operation, the reversible aircompressor 550 pulls air from atmosphere through the atmospheric longhose 411 and pushes air through the short hose 412 into the tire to fillthe tire with air and increase pressure of the tire. In the event thetire has too great a pressure, the processor 561 sends the air controlsignal 581 to the relay to reverse the polarity and thus the directionof the DC motor 440 and the shaft reversible 541. In this reversedirection, air is pulled through the short hose 412 by the aircompressor 550 and pushed into the atmosphere on the outside of the tireby the atmospheric hose 412. The processor 560 decides which way the airpressure control signal 581 commands the relay 580 based on at least theparameters stored in the air pressure memory 562.

FIGS. 8-10 illustrate schematic diagrams of three exemplary states ofoperation of the valve of FIG. 6 according to the another embodiment ofthe present inventions. An atmospheric hose 411 to the outside tireatmosphere. A short hose 412 remains inside the tire. The slider valve690 is controlled by an air control signal 581 from the processor 560 ofthe microcontroller 460. The slider valve 690 determines whether the aircompressor 650 provides air in a forward or reverse direction to or fromthe tire to atmosphere. Although a slider valve 690 is illustrated inFIGS. 8-10, other types of valves besides sliding valves can be used.

In the embodiment of FIGS. 8 and 6, the slider valve is a releaseposition. In the event the tire has too great a pressure, the slidervalve 690 is controlled to a reverse direction by the valve controlsignal 691. In this reverse direction, air is pulled through the shorthose 412 by the air compressor 650 and pushed into the atmosphere on theoutside of the tire by the atmospheric hose 412.

In the embodiment of FIGS. 9 and 6, the slider valve is in a passthrough position. In normal operation, the air compressor 650 pulls airfrom atmosphere through the atmospheric long hose 411 and pushes airthrough the short hose 412 into the tire to fill the tire with air andincrease pressure of the tire.

In the embodiment of FIGS. 10 and 6, the slider valve is in a closedposition. This is a rest positon. The slider valve 690 can have anoptional safety channel 651 to give air somewhere to go upon a faultcondition such as if the air compressor 650 is inadvertently activatedwhen the slider valve 690 is in the closed positon or if the slidervalve 690 sticks.

The microcontroller in the inflator box can also shut down the motor toprotect the motor and not allow the motor to fail due to uninterruptedusage. The microcontroller is electrically designed to only operate theinflator box. The inflator box will wirelessly communicate in real timewith the customer's tires and the customer to provide real time tirepressures. The inflator box's wireless communication function will allowthe user to open the app, to check each individual tire pressure, aswell as how much battery life they have left in each individual inflatorbox. The inflator app can also allow communication from the centralserver to the customer. For example, if there is continues or rapiddecrease in tire pressure, the central server can be able to send amessage to the customer's smartphone. The central server can warn thecustomer that there could be a catastrophic failure to a tire and theapp will provide the nearest mechanic shop to the customer.

The motion activated power generator is the main power source for theinflator box. As the vehicle is in motion and the tires spin the motionactivated power generator is harvesting energy. This energy is storedand transferred to the supercapacitor and the battery or backup battery.If the tire pressure is too low, the microcontroller will take thestored supercapacitor's energy and turn on the 12V DC motor. The aircompressor moves back and forth within a hallow cylinder, activated bythe 12V DC motor. The back and forth motion of the air compressorcreates air pressure within the tire. The air compressor opens the valvestem by inhaling air from the atmosphere and adding the air to theinside of each tire; thus, increasing the PSI of the tire. If theinflator box recognizes that the tire PSI is exceeding the OEMmanufacture tire PSI specification the inflator box valve stem willrelease the required amount of tire pressure into the atmosphere, thus,bringing the tire PSI to the OEM PSI specification. As an example, ifthe OEM tire pressure calls for 36 PSI and the valve stem detects theincrease in PSI to 39, the valve stem releases air from the tire throughthe valve stem into the atmosphere, thus, bringing the pre-set PSI of to36. The inflator box can both increase pressure and release pressure inany given tire from 14″ to 22″, in real time. The inflator box's valvestem also functions as an industry standard valve stem, for adding airinto the tire or deflating the tire to the customer OEM manufacture tirePSI specification. If the inflator box detects that the tire pressure islow by 3 PSI, the inflator box will engage and activate the inflatorbox's 12V DC Air Compressor to inflate the tire to the OEM PSIspecification. Once the PSI tire pressure has reached the manufacturer'sspecification, the microcontroller will deactivate the inflator box forshut off. The microcontroller on each individual inflator box will alsoshut down the 12V DC motor to protect and not allow the 12V DC motor tofail due to continuous usage. The short-range radio transceiver allowsthe inflator box to communicate via Bluetooth with the customer'sinflator app, which allows the inflator box to relay all tire PSIinformation in real time to the customer; at the customer's command. Theinflator app can also allow communication from the central server to thecustomer. For example, if there exists continuous or rapid decrease intire pressure, the inflator app, will send a message to the customer'ssmartphone. The central server through the app touchscreen will warn thecustomer that there could be a catastrophic failure to a tire and theapp touchscreen will provide the nearest mechanic shop to the customer.The accelerometer is the component that will measure tire position foreach inflator box. This is to accurately show which tire is at whichposition, for the customer information in the inflator app. In case thevehicle's tires are switched around during any tire rotation, our builtin accelerometer is the part that will keep all of the data andinformation of the tires correct on the app touchscreen. Theaccelerometer, is a device within the inflator Box that will determinethe position of each tire regardless of outside intervention ofmechanical rotation of the tires. The accelerometer will also calculatetire speed to determine which tire is at which position on the vehicle.

FIGS. 11 and 12 illustrate perspective views of the central OBD module1110 with a single connector 1530 according to one embodiment of thepresent inventions. Male connector 1530 and female connector 1535 allowthe central OBD module 1310 to fit in the vehicle yet also accommodateanother OBD module that may be connected in series. The central OBDmodule 1310 includes a short-range radio transceiver 1570 and ashort-range antenna 1571 connected thereto. The central OBD module 1310also includes a cellular transceiver 1530 and a cellular antenna 1531connected thereto. The short-range radio transceiver 1570 and thecellular transceiver 1530 coupled on a circuit board of themicrocontroller 1560.

FIGS. 13 and 14 illustrate perspective views of the central OBD module1310 with dual connectors 1530, 1535 according to another embodiment ofthe present inventions. A single male connector 1530 allow the centralOBD module 1310 to fit in the vehicle. The central OBD module 1310includes a short-range radio transceiver 1570 and a short-range antenna1571 connected thereto. The central OBD module 1310 also includes acellular transceiver 1530 and a cellular antenna 1531 connected thereto.The short-range radio transceiver 1570 and the cellular transceiver 1530coupled on a circuit board of the microcontroller 1560.

FIG. 15 illustrates a schematic block diagram of the central OBD module210 of the another embodiment of FIGS. 13 and 14 according to oneembodiment of the present inventions. The central OBD module 210 has amale OBD-II connector 1530 and a female OBD-II connector 1535 connectedbetween the OBD bus 1533 internal to the central OBD module 210. Thecentral OBD module 210 derives 12 V DC power 1542 from the OBD bus 1533and ground 1544. A power converter 1543 can be optionally used toconvert the 12 V DC power to voltages needed for operation of themicrocontroller 1560, the OBD-II bus decoders 1540, and other componentssuch as a short-range radio transceiver 1570 and a cellular radiotransceiver 1530. It is noted that the cellular radio transmitter 1530is optional, depending on the configuration's this discussed previouslyin FIGS. 2 and 3.

The microcontroller 1560 contains processor 1561 and four memories, andoperational memory 1569, a tire status memory 1562, a tire locationmemories 1564 and a vehicle status parameters memory 1568. The vehiclestatus parameters memory 1568 obtains vehicle status parameters from theOBD-II bus decoders 1540. The operational memory 1569 contain softwareand/or firmware and scratchpad memory and RAM for the processor 1561.The tire status memory 1562 stores tire status information received overthe short-range radio transceiver 1571 from the inflator boxes on eachof the tires of the vehicle associated with the central OBD module 210.The short-range radio transceiver 1571 is preferably Bluetooth orBluetooth BLE or WiFi and has an associated antenna 1571. The cellularradio transceiver 1530 is optional and has an associated antenna 1531.

The tire status information stored in the tire status memory 1562 caninclude tire pressure for each tire, tire ID number for each tire, tiretemperature information for each tire and tire acceleration data foreach tire. The processor 1561 periodically checks the acceleration datastored in the tire status memory 1562 to determine if the tires may havebeen reinstalled after rotation or are new. Processor 1561 is capable ofcomparing acceleration data for each tire with past acceleration data ofeach tire to determine if tires have moved to a new location or beenreinstalled or replaced. Over time the processor 1561 can determinelocation of each of the four tires, either front right, from left,rewrite, or rear left. This can easily be accomplished when the vehicleis turning, the tires on one side will accelerate differently the tiresof the other indicating left versus right tire placement location.Likewise, front and back placement can be determined by the relativeacceleration of each the front back tires during turns or motion forwardor backward. Thus, it is not necessary for the mechanic to program theinflator system of the present invention each time tires are remountedrotated or installed. The central OBD module to 10 can make thisdecision over time as a customer drives home from the tire shop. Whileit is preferred that a central ODB module 210 makes this determinationand contains the circuitry necessary to do so, it's also possible thatthe central server can make these decisions if this processing does wantto be included in a more powerful processor 1561 of the central ODBmodule 210. However, each of the individual inflator boxes is incapabledetermining its location unless the inflator boxes communicate with oneanother to share acceleration data. If the inflator system was installedand an OEM vehicle, the comparison of acceleration data could be done onboard within the OEM vehicle computer to determine tire location afterreinstallation, rotation or new tires. Thus, sensors are not neededattached in the corresponding wheel well for each tire but, rather, atire ID can exist on each tire and the tires we moved around the vehiclewithout confusion as to the location because an internal accelerometerwithin each tire plus the tire ID that is sent wirelessly to a centralshort-range radio receiver in the vehicle will allow centraldetermination location of each tire even after it repositioning afterrotation or new installation. Not only does is allow tires onceinstalled with internal air pumps, but those tires do not need to beplaced near a sensor for each wheel well. Only one central short-rangeradio receiver or transceiver is required. And with the internal motionactivated power generator in each inflator box, individual chargingquails are not needed at each tire.

The central OBD module 210 also includes an audible alarm transceiver1561 and a visual alarm transducer 1563 connected to the processor 1561.In this way, when the tire status memory 1562 indicates a tire pressureor tire temperature status which is out of tolerance with predeterminedthresholds, the driver of a vehicle can be warned of a fault conditionby audible alarm and visible flashing LED, for example. That way, if theuser's smart phone is off or not connected via Bluetooth to the centralOBD module, or is not connected to the cellular towers or mobile data onthe internet to receive texts or messages or alerts, the driver stillhas an opportunity to receive a warning. Of course, if the functionalityis built into an OEM vehicle, these alarms can be built into the warningsystem of the vehicle itself. However, this invention is contemplated toat least initially be deployed as an aftermarket installation that worksin parallel with existing TPMS sensors, if already installed, and doesnot require any wiring or modification of wheel wells or tire rims orvehicle electronics.

FIG. 16 illustrates a cutaway view of a custom valve stem 1616 mountedon a rim 114 of a vehicle according to one embodiment of the presentinventions. The custom valve stem 1616 has a primary air channel 1620and a secondary air channel 1630 as illustrated in FIG. 16. The primaryair channel 1620 couples at a top to a conventional threaded Schradervalve 1626. While a Schrader valve is illustrated, other types of valvescan be used, however, the Schrader valve is most popular and widelydeployed. An ordinary tire pump can be used to pump a tire through thethreaded Schrader valve 1626. However, the inflator box can also be usedpump the tire. When the inflator box pumps a tire, the inflator boxneeds a source of air from the outside. This atmospheric air enters theair compressor of the inflator box through the secondary air channel1630. The secondary air channel 1630 has a side air opening 1631 exposedto atmosphere. A screen 1635 can be deployed in the embodimentillustrated to keep dust, road debris, dirt and the like from enteringthe air compressor and damaging its pistons. A coupling 1640 is placedbetween the atmospheric hose 111 and the valve stem 1616. The coupling1640 connects to the atmospheric hose 111 by a plug with barbs 1645 asillustrated in FIG. 16.

FIG. 17 illustrates a cutaway view of a custom valve stem 1716 next to atire pressure monitoring system (TPMS) sensor 1790 mounted on the rim114 for a tire according to another embodiment of the presentinventions. A tire pressure monitoring sensor (TPMS sensor) 1790 maypreexist in a vehicle before installation of the inflator box withcustom valve stem 1716. The custom valve stem 1716 is installed in placeof the original valve stem of a tire so that a secondary air channel1730 is available for atmospheric air to enter the air compressor of theinflator box inside the tire. The TPMS sensor 1790 then attaches to thenew custom valve stem 1760. The custom valve stem 1760 has a primary airchannel 1720 and a secondary air channel 1730. The secondary air channel1730 has a side air opening 1731 to atmosphere. In the embodiment ofFIG. 17, no screen is illustrated. However, a screen can still be usedwith a TPMS sensor and, alternatively, without the TPMS sensor, a screencan be omitted, either way in any combination. The embodiment of FIG. 17also has a threaded Schrader valve 1726 and in the primary air channel1720.

FIG. 18 illustrates a side view of the custom valve stem 1616 mounted ona cutaway of the rim 114 of FIG. 16 according the one embodiment of thepresent inventions. The custom valve stem 1616 has a side air opening1631 exposed to atmosphere for atmospheric air to enter the aircompressor of the inflator box through the secondary air channel. Ascreen 1635 can be deployed in the embodiment illustrated to keep dust,road debris, dirt and the like from entering the air compressor anddamaging its pistons. A coupling 1640 is placed between the atmospherichose 111 and the valve stem 1616.

FIG. 19 illustrates a side view of the custom valve stem 1716 next tothe TPMS sensor 1790 mounted on a cutaway of the rim 114 of FIG. 17according the another embodiment of the present inventions. A tirepressure monitoring sensor (TPMS sensor) 1790 may preexist in a vehiclebefore installation of the inflator box with custom valve stem 1716. Thecustom valve stem 1716 is installed in place of the original valve stemof a tire so that a secondary air channel is available for atmosphericair to enter the air compressor of the inflator box inside the tire. TheTPMS sensor 1790 then attaches to the new custom valve stem 1760. Thesecondary air channel has a side air opening 1731 to atmosphere. In theembodiment of FIG. 17, no screen is illustrated. However, a screen canstill be used with a TPMS sensor and, alternatively, without the TPMSsensor, a screen can be omitted, either way in any combination. Theembodiment of FIG. 19 also has a threaded Schrader valve 1726.

One component to this operation is the custom valve stem. Drilling a newhole in the rim for a secondary air channel is not desirable, especiallyfor aftermarket instillations. The new custom valve stem acts as aninlet and also an outlet for air to pass through. When the compressorneeds to pump air into the tire, it draws air from the outside throughour custom valve stem. The custom valve stem will have the standarddesign as normal valve stems do; our custom stem will also have a smallslit on the side of the valve stem that acts as the inlet/outlet forair. The valve stem flap will open up allowing air to be sucked into thetire. On the contrary, if the valve stem senses too much pressure intothe tire, the flap will also open up and release the necessary amount ofair needed to satisfy the PSI requirement of the tire. The custom valvestem fits in the existing hole the old valve stem sat in. The customvalve stem attaches itself only to the existing TPMS sensor. For thecustomer's protection, the tire will now have two TPMS sensors inside;the existing TPMS sensor from the factory that indicates low tirepressure on the consumer's dashboard and our TPMS sensor inside inflatorbox to signal when tire pressure is low. The TPMS sensor inside willindicate to the customer's smartphone as well as signal to the inflatorbox to kickstart the pump to ensure correct tire pressure. Just how theTPMS sensors will guard against under inflation, our custom valve stemalso guards against over inflation through the release of air.

FIG. 20 illustrates a perspective view of a wrap 103 in a first step forinstallation on the rim according the embodiments of the presentinventions. In the first step, a cutting tool 2032 such as a scissors ora utility knife is used to cut the length of the wrap 103 to match a rimsize by removing the necessary section indicated by rim size inchmarkers 2030. Each rim size inch marker 2030 is in one inch widths. Nextin the first step inflator box 105 is inserted in the pocket 2010 on atop side of the wrap 103. Next in the first step the counterweight 108is inserted in the adjustable length pocket to a depth corresponding tothe rim size. Rim size inch markers 2022 indicate the depth in theadjustable length pocket 2020 that the counterweight 108 should bepositioned. Note that the rim size inch markers 2022 are in half inchwidths as opposed to the rim size inch markers 2030 which are in oneinch widths. This is because the counterweight 108 is positioned halfthe distance on the rim from the full circumference so long as s singlecounterweight is deployed.

FIG. 21 illustrates a perspective view of the wrap 103 in a second stepfor installation on the rim according the embodiments of the presentinventions. In the second step, the wrap 103 has already been cut to thedesired length. Next the inflator box 105 is positioned in the pocket2010 and the counterweight 108 is positioned in the adjustable lengthpocket 2020. Ian an upcoming third and fourth steps, the wrap 103 willbe shrunk around the rim as will be illustrated in upcoming FIGS. 26 and27.

FIG. 22 illustrates a plan view of the wrap 103 in the first step forthe installation on the rim according the embodiments of the presentinventions. In the first step, a cutting tool 2032 such as a scissors ora utility knife is used to cut the length of the wrap 103 to match a rimsize by removing the necessary section indicated by rim size inchmarkers 2030. Each rim size inch marker 2030 is in one inch widths. Nextin the first step inflator box 105 is inserted in the pocket 2010 on atop side of the wrap 103. Next in the first step the counterweight 108is inserted in the adjustable length pocket 2020 to a depthcorresponding to the rim size. Rim size inch markers 2022 indicate thedepth in the adjustable length pocket 2020 that the counterweight 108should be positioned. Note that the rim size inch markers 2022 are inhalf inch widths as opposed to the rim size inch markers 2030 which arein one inch widths. This is because the counterweight 108 is positionedhalf the distance on the rim from the full circumference so long as asingle counterweight is deployed.

FIG. 23 illustrates a plan view of the wrap 103 in the second step forthe installation on the rim according the embodiments of the presentinventions. In the second step, the wrap 103 has already been cut to thedesired length. Next the inflator box 105 is positioned in the pocket2010 and the counterweight 108 is positioned in the adjustable lengthpocket 2020. In an upcoming third and fourth steps, the wrap 103 will beshrunk around the rim as will be illustrated in upcoming FIGS. 26 and27.

FIG. 24 illustrates a plan view of an alternate wrap 103 in a first stepfor the installation on the rim according the embodiments of the presentinventions. In the first step inflator box 105 is inserted in the pocket2410 through a slit 2412 on an underside of the wrap 104. Next in thefirst step the counterweight 108 is inserted in the adjustable lengthpocket 2420 to a depth corresponding to the rim size through a slit 2422on an underside of the wrap 104. Rim size inch markers 2022 indicate thedepth in the adjustable length pocket 2020 that the counterweight 108should be positioned. Note that the rim size inch markers 2022 are inhalf inch widths because the counterweight 108 is positioned half thedistance on the rim from the full circumference so long as a singlecounterweight is deployed. Note that in the first step of the embodimentof FIG. 24, the wrap 104 is not cut to a length to match a rim size.Instead, when installed in the corresponding third step, the wrap merelyoverlaps itself on the rim.

FIG. 25 illustrates a plan view of the alternate wrap 103 in a secondstep for the installation on the rim according the embodiments of thepresent inventions. Next the inflator box 105 is positioned in thepocket 2410 and the counterweight 108 is positioned in the adjustablelength pocket 2420. In an upcoming third and fourth steps, the wrap 104will be shrunk around the rim as will be illustrated in upcoming FIGS.28 and 29.

FIG. 26 illustrates a perspective view of the wrap 103 installed on therim 114 in a third step according the embodiments of the presentinventions. The wrap 103 is glued to the rim by glue 2610. The inflatorbox 105 is in a pocket in the wrap 103. The wrap 103 can adhere to therim 114 by applying a double stick zinc coated steel tape to the rim 114first, instead or as a type of glue 2610, to make sure there is nomovement of the inflator box 105 and counterweight or battery whilebeing wrapped to the rim 114.

FIG. 27 illustrates a perspective view of the wrap 103 installed on therim 114 in a fourth step according the embodiments of the presentinventions. The wrap 103 is heat shrunk to the rim by heat gun 2720. Theinflator box 105 is in a pocket in the wrap 103.

FIG. 28 illustrates a perspective view of another alternate wrap 102installed on the rim 114 in a first step according the embodiments ofthe present inventions. The wrap 102 overlaps itself because it was notcut to a length of the rim 114 and is glued to the rim by glue 2810. Theinflator box 105 is in a pocket on an underside of the wrap 102. Thewrap 102 can adhere to the rim 114 by applying a double stick zinccoated steel tape to the rim 114 first, instead or as a type of glue2810, to make sure there is no movement of the inflator box 105 andcounterweight or battery while being wrapped to the rim 114.

FIG. 29 illustrates a perspective view of the another alternate wrap 102installed on the rim 114 in a second step according the embodiments ofthe present inventions. The wrap 102 is heat shrunk to the rim by heatgun 2920. The inflator box 105 is in a pocket on an underside of thewrap 102. Alternately, in another embodiment, the pocket can be omittedand the inflator box 105 merely held by the force of the shrink wrap102.

FIG. 30 illustrates a side view of an inflator box 105 and a counterweight 108 installed on the rim 114 according the embodiments of thepresent inventions. The inflator box 105 is in a pocket on an undersideof the wrap 102. The counter weight 108 is also in a pocket on anunderside of the wrap 102. Alternately, in another embodiment, thepocket can be omitted and the inflator box 105 and the counter weight108 merely held by the force of the shrink wrap 102.

FIG. 31 illustrates a side view of an inflator box 105 and more than onecounter weight 108, 109 installed on the rim 114 according theembodiments of the present inventions. The inflator box 105 is in apocket on an underside of the wrap 102. The counter weights 108 and 109are also in pockets on an underside of the wrap 102. The inflator box105 and the counter weights 108 and 109 are positioned at equal spacingaround the circumference of the rim 114 assuming all three are the sameweight. Alternately, in another embodiment, the pockets can be omittedand the inflator box 105 and the counter weights 108 and 109 merely heldby the force of the shrink wrap 102.

FIG. 32 illustrates a perspective view of a rim 114 with mounting holes3210 in a first alternate step of mounting according the embodiments ofthe present inventions. Threaded screw holes 3210 are illustrated formedin the rim 114. This embodiment is preferred for an OEM factoryinstillation. The initial contemplation for the inflator system is foran aftermarket installation. In an aftermarket installation, it is notpreferred to modify by making holes in the vehicle, especially the rim.

FIG. 33 illustrates a perspective view of the inflator box 105 mountedon the rim 114 by bolts 3310 in a second alternate step of mountingaccording the embodiments of the present inventions. A friction pad 3320is preferable positioned between the inflator box 105 and the rim 114.Bolts 3310 screw into the threaded screw holes in the rim 114. The bolts3310 secure the inflator box to the rim 114. The friction pad can bemade of sandpaper or rubber like material or vinyl. The purpose of thefriction pad is to reduce slippage of the inflator box 105 on the rimeas the wheel starts and stops, thus reducing vibration and shear forceson the bolts 3310.

FIG. 34 illustrates a schematic block diagram of the smartphone 220 ofthe embodiments of FIG. 2 or 3 according to embodiments of the presentinventions. A face of the smartphone 220 is covered by a touchscreen3410. The touchscreen allows a user to view a backlit display andadditionally provide input keystrokes or commands to an operating systemprocessor 3420 connected thereto. A human interface of the smartphone220 also has a speaker 3430 and a microphone 3450 connected to theoperating system processor for voice and video telephone communicationsand other uses. A camera 3460 is also connected to the operating systemprocessor. The operating system processor 3420 interacts with anoperating system memory 3470 and a tire parameters memory 3480. Theoperating system memory 3470 stores and provides software and firmwareto the operating system processor 3420. The tire parameters memory 3480stores condition data of the vehicle such as tire pressure data, tireacceleration data, tire location data, tire temperature data, and othervehicle parameters such as OBD data. The tire parameters memory 3480receives the tire parameters and vehicle parameters over short-rangeradio transceiver circuitry such as a Bluetooth radio transceiver 3495and associated antenna 3496 from the central OBD module. Other vehicleparameters can be received from the central server over the cellularradio transceiver 3490 and associated antenna 3491. The smartphone 220contains cellular radio transceiver circuitry 3490 and the short-rangeradio transceiver circuitry such as the Bluetooth radio transceiver 3495coupled to the operating system processor 3420 of the smartphone 220.The smartphone 220 can be a wireless tablet, laptop, or other phone ormobile device.

FIG. 35 illustrates a login screen view on the touchscreen 3410 of thesmartphone 220 according to embodiments of the present inventions. Thelogin screen view of FIG. 35 has a masthead display 3550. The mastheaddisplay 3550 can be the same of the app or company or tire system. Ausername input display 3510 and password input display 3520 aregenerated on the touchscreen 3410 by the operating system processor 3420of the smartphone 220. The username input display 3510 and the passwordinput display 3520 are used by the user of the smartphone 2202 to inputthe user's username and password for log-in to the central server whichhosts the app content or underlying database for the app content. Acreate account button touch display 3590 is pressed by the user of thesmartphone 220 when the username and the password are ready to submit tothe central server. A help message display 2690 is generated on thetouchscreen 3410 by the operating system processor 3420 of thesmartphone 220. These displays are generated by the operating systemprocessor 3420 using instructions stored in the operating system memory3470.

FIG. 36 illustrates a pairing screen view on the touchscreen 3410 of thesmartphone 220 according to embodiments of the present inventions. Thepairing screen view of FIG. 36 has a masthead display 3550. A pairingscreen title display 3660 and a pairing status indicator 3670 anddevices to pair displays 3680 are generated on the touchscreen 3410 bythe operating system processor 3420 of the smartphone 220. A device topair display 3680 are used by the user of this smartphone 2202 toobserve and/or approve devices to be paired with the app on thesmartphone 220. These paired devices, for example, are the four inflatorboxes associated with the four tires of a vehicle. These paired devicescan also be the central OBD module of the vehicle. A help messagedisplay 3690 is generated on the touchscreen 3410 by the operatingsystem processor 3420 of the smartphone 220. These displays aregenerated by the operating system processor 3420 using instructionsstored in the operating system memory 3470.

FIG. 37 illustrates a tire pressure and condition screen view on thetouchscreen 3410 of the smartphone 220 according to embodiments of thepresent inventions. The tire pressure conditions screen view of FIG. 37has a masthead display 3550. A vehicle image display 3701 and four tirepressure displays—front left tire pressure display 3721, front righttire pressure display 3722, rear left tire pressure display 3723, andrear right tire pressure display 3724—are generated on the touchscreen3410 by the operating system processor 3420 of the smartphone 220. Thesefour tire pressure displays indicate the pressure of each of the fourtires as received by the smartphone 220 over the cellular radiotransceiver 3490 or the Bluetooth transceiver 3495 as stored in the tireparameters memory 3480 associated with the operating system processor3420. A warning indicator display 3730 and a warning message display3740 are generated on the touchscreen 3410 by the operating systemprocessor 3420 of the smartphone 220. The warning indicator display 3730and the warning message display 3740 indicate messages or alertsconcerning tire status. For example, as illustrated in FIG. 37, thewarning indicator display states quote morning estimation park unquoteand the warning message display 3740 states quote left rear tire lowunquote. An audible alarm or app alert may also be sounded depending onthe severity of the messages in the warning indication.

The inflator box offers compatibility with our innovative and intuitivemobile application; this inflator app is available on app stores such asthe Apple app store and Android Google Play store. The inflator app willallow the user an array of functions to monitor their vehicle tirestatus while also being proactive and reacting to any situations orcatastrophes that may occur to the customer vehicle tire. The customerwill first download, the inflator app, from the Apple app Store orAndroid Google Play Stores. Once the inflator app is downloaded, thecustomer will open up to an Opening Screen. The customer will thencreate new credentials and login information on the FIG. 35, LoginScreen. The next screen FIG. 36, will pair their four inflator boxeswith the central OBD module of their vehicle. Once connected, the nextscreen FIG. 36, is the Home Screen. The FIG. 35, the Home Screen willdisplay a picture of their vehicle and show all four of their tires in acolor-coded manor. FIG. 36, the Home Screen will show each individualtire pressure and show either 3 colors; green for within range, yellowfor below pressure and red for catastrophic failure. The inflator appwill increase the safety of the customer and be a preventativemaintenance for slow leaking tires or catastrophic blowouts. In case ofa catastrophic blowout, our customer service team will be reaching outand contacting the customer, warning them that their tire hasexperienced a catastrophic blowout and to ask if they need assistance.The inflator app will also be productive with slow leaking tires aswell. If the tire experiences pressure to be below 3 PSI within aconsecutive 48 hour period, it will trigger our system of a slow leak inthe customer tire. Our customer service team will also be proactive andreach out to the customer letting them know which tire on their vehiclehas a slow leak and to drive to their nearest repair facility. Forcustomers that have more than one vehicle with the inflator box, theinflator app has the ability to connect multiple vehicles to theiraccount and view multiple statuses of their vehicles.

FIG. 34 displays how a smartphone connects with the function of thecentral OBD module. When plugging in of the central OBD module to theOBD port within each vehicle, the central OBD module supplies theinformation between the inflator box and the customer. The central OBDmodule's microcontroller, the information is then distributed wirelesslyto and from each inflator box's Short-Range Radio Transceiver. Thevehicle OBD port supplies power to the central OBD modulemicrocontroller. The OBD port within each vehicle is the port where amechanic is able to plug their diagnostic tool into the vehicle, todiagnose if there are any problems with the vehicle. For example, if thecheck engine light appears on in a vehicle, the mechanic is able to plugtheir computer on to the OBD port and find out exactly what is wrongwith the vehicle. This port is the access point to all of theinformation within the vehicle. The central OBD module will also provideimportant data to the inflator app. The central OBD module will becapable of providing information, for example the check-engine lightappearing. It will diagnose the issue and display it on the smartphonetouchscreen for the customer to see. The central OBD module informationis important for driver safety and can provide vehicle health reports tothe customer in real time. The overall purpose of the inflator app isnot only to promote vehicle safety and driver awareness, but willprovide the customer with a family safe and worry-free experience.

Any letter designations such as (a) or (b) etc. used to label steps ofany of the method claims herein are step headers applied for readingconvenience and are not to be used in interpreting an order or processsequence of claimed method steps. Any method claims that recite aparticular order or process sequence will do so using the words of theirtext, not the letter designations.

Unless stated otherwise, terms such as “first” and “second” are used toarbitrarily distinguish between the elements such terms describe. Thus,these terms are not necessarily intended to indicate temporal or otherprioritization of such elements.

Any trademarks listed herein are the property of their respectiveowners, and reference herein to such trademarks is generally intended toindicate the source of a particular product or service.

Although the inventions have been described and illustrated in the abovedescription and drawings, it is understood that this description is byexample only, and that numerous changes and modifications can be made bythose skilled in the art without departing from the true spirit andscope of the inventions. Although the examples in the drawings depictonly example constructions and embodiments, alternate embodiments areavailable given the teachings of the present patent disclosure. Forexample, although automotive vehicle examples are disclosed, theinventions are applicable to other vehicles with air filled tires suchas motorcycles, trucks, military vehicles, aircraft, toys, and allterrain and hobby vehicles.

What is claimed is:
 1. An apparatus comprising a valve stem made of amaterial adapted to fit in a valve hole in a tire rim, the valve stemhaving a base end and an annular outlet at a top end, wherein the baseend has a shape adapted to fit in the valve hole in the tire rim, thevalve stem comprising a primary air channel extending within thematerial of the valve stem between the base end of the valve stem andthe annular outlet at the top end, the primary air channel comprising aspring loaded valve that opens when depressed from the annular outlet atthe top end of the valve stem; a secondary air channel extending withinthe material of the valve stem between the base end of the valve stemand an opening through the material of the valve stem to atmosphereoutside of the valve stem, wherein the secondary air channelaccommodates bi-directional air communication between the atmosphere andthe base end; and a servo air valve electronically controlled by acircuit board and power source located inside a pressure cavity within atire on the tire rim for air direction control; and an atmospheric hosehaving a first end and a second end, the first end coupled to thesecondary air channel and the second end coupled to the servo air valve.2. The apparatus according to claim 1, wherein the opening through thematerial of the valve stem is a side opening located on a side of thevalve stem.
 3. The apparatus according to claim 2, wherein the openingthrough the material comprises a screen in the opening as a debrisfilter.
 4. The apparatus according to claim 1, wherein the annularoutlet is threaded on an outside surface thereof.
 5. The apparatusaccording to claim 4, wherein the spring loaded valve forms a Schradervalve.
 6. The apparatus according to claim 1, wherein the valve stemfurther comprises a tire pressure monitoring system (TPMS) sensoradjacent to the base end and comprises an air coupling between the tirepressure monitoring system TPMS sensor and the primary air channel,wherein the secondary air channel bypasses the TPMS.
 7. The apparatusaccording to claim 6, wherein the base end is held by and adjacentlyattaches to the tire pressure monitoring system TPMS sensor.
 8. Theapparatus according to claim 1, further comprising a coupling memberbetween the secondary air channel and the atmospheric hose.
 9. Theapparatus according to claim 8, wherein a first end of the couplingmember is securely fit inside the atmospheric hose and a second end ofthe coupling member is securely fit inside the secondary air channel atthe base end of the valve stem.
 10. The apparatus according to claim 9,wherein the valve stem further comprises barbs securely connecting thecoupling to the atmospheric hose.
 11. The apparatus according to claim1, wherein the valve stem further comprises an air cleaner locatedinside the rim and coupled in series with the atmospheric hose.
 12. Theapparatus according to claim 1, wherein the opening through the materialof the valve stem is a side opening located on a side of the valve stem;and wherein the valve stem further comprises a valve stem flapconfigured to allow air to be sucked into the tire on the tire rim viathe side opening.
 13. The apparatus according to claim 1, wherein theopening through the material of the valve stem is a side slit located ona side of the valve stem.
 14. The apparatus according to claim 1,wherein the secondary air channel comprises barbs to hold theatmospheric hose coupled thereto.
 15. An apparatus comprising a valvestem made of a material adapted to fit in a valve hole in a tire rim,the valve stem having a base end and an annular outlet at a top end,wherein the base end has a shape adapted to fit in the valve hole in thetire rim, the valve stem comprising a primary air channel extendingwithin the material of the valve stem between the base end of the valvestem and the annular outlet at the top end, the primary air channelcomprising a spring loaded valve that opens when depressed from theannular outlet at the top end of the valve stem; a secondary air channelextending within the material of the valve stem between the base end ofthe valve stem and an opening through the material of the valve stem toatmosphere outside of the valve stem, wherein the secondary air channelaccommodates bi-directional air communication between the atmosphere andthe base end; a reversible DC electronic motor electronically controlledby a circuit board and power source located inside a pressure cavitywithin a tire on the tire rim for air direction control; and anatmospheric hose having a first end and a second end, the first endcoupled to the secondary air channel and the second end coupled to acompressor powered by the reversible DC electronic motor.
 16. Theapparatus according to claim 15, wherein the annular outlet is threadedon an outside surface thereof.
 17. The apparatus according to claim 16,wherein the spring loaded valve forms a Schrader valve.
 18. Theapparatus according to claim 15, wherein the opening through thematerial of the valve stem is a side opening located on a side of thevalve stem.
 19. The apparatus according to claim 18, wherein the openingthrough the material comprises a screen in the opening as a debrisfilter.
 20. The apparatus according to claim 15, wherein the valve stemfurther comprises a tire pressure monitoring system (TPMS) sensoradjacent to the base end and comprises an air coupling between the tirepressure monitoring system TPMS sensor and the primary air channel,wherein the secondary air channel bypasses the TPMS.
 21. The apparatusaccording to claim 20, wherein the base end is held by and adjacentlyattaches to the tire pressure monitoring system TPMS sensor.
 22. Theapparatus according to claim 15, wherein the secondary air channelcomprises barbs to hold the atmospheric hose coupled thereto.
 23. Theapparatus according to claim 15, further comprising a coupling memberbetween the secondary air channel and the atmospheric hose.
 24. Theapparatus according to claim 23, wherein a first end of the couplingmember is securely fit inside the atmospheric hose and a second end ofthe coupling member is securely fit inside the secondary air channel atthe base end of the valve stem.
 25. The apparatus according to claim 24,wherein the valve stem further comprises barbs securely connecting thecoupling to the atmospheric hose.
 26. The apparatus according to claim15, wherein the valve stem further comprises an air cleaner locatedinside the rim and coupled in series with the atmospheric hose.
 27. Theapparatus according to claim 15, wherein the opening through thematerial of the valve stem is a side opening located on a side of thevalve stem; and wherein the valve stem further comprises a valve stemflap configured to allow air to be sucked into the tire on the tire rimvia the side opening.
 28. The apparatus according to claim 15, whereinthe opening through the material of the valve stem is a side slitlocated on a side of the valve stem.